Rotary engine

ABSTRACT

A rotary engine is provided which includes a stationary shaft, three spaced stationary supports with eccentric cylinders, thereon interposed between the supports and the shaft, a multilobed compressor rotor carried on a sleeve concentric with the shaft between the first and second support, a compressor casing surrounding the rotor carried by bearings on the eccentric cylinders, a multilobed engine rotor between the second and third supports carried by a sleeve concentric with the shaft, an engine casing surrounding the engine rotor carried by bearings on the eccentric cylinders, and multiple passageways in the rotors and the shaft to provide for communication therebetween for fuel mixture introduction, compression, treatment, compression, combustion and exhaust gas feedback.

United States Patent 1191 Swartz 1 ROTARY ENGINE [76] Inventor: WilliamG. Swartz, Box 543, North Hills, Pa. 19038 [22] Filed: June 4, 1973 [21]Appl. No.: 366,612

[52] US. Cl 123/823, 418/171, 418/187 51 1m. (:1. F02b 53/08 58 Field ofSearch 418/171, 186, 187, 188; 123/823, 8.41, 8.47

[56] References Cited UNITED STATES PATENTS 2,189,976 2/1940 De Lavaud123/8.47 2,740,386 4/1956 Crandall..... 123/8.41 X 3,298,331 1/1967Butler 418/187 X Primary Examiner-C. J. Husar Assistant Examiner-LeonardSmith Attorney, Agent, or FirmZachary T. Wobensmith, 2nd; Zachary T.Wobensmith, III 1 11] 3,823,695 1451 July 16, 1974 5 7] ABSTRACT Arotary engine is provided which includes a stationary shaft, threespaced stationary supports with eccentric cylinders, thereon interposedbetween the supports and the shaft, a multilobed compressor rotorcarried on a sleeve concentric with the shaft between the first andsecond support, a compressor casing surrounding the rotor carried bybearings on the eccentric cylinders, a multilobed engine rotor betweenthe second and third supports carried by a sleeve concentric with theshaft, 'an engine casing surrounding the engine rotor carriedby hearingson the eccentric cylinders, and multiple passageways in therotors andthe shaft to provide for communication therebetween for 1 fuel mixtureintroduction, compression, treatment,

compression, combustion and exhaust gas feedback.

10 Claims, 12 Drawing Figures SHEE'I 1 m PATEN TED JUL I 6 I974PATENTEUJUHBIW 3.823.695

SHEEI 5 BF 7 REL/VERY 7' BEG/N COMPRESSOR MUTAT/O/V CHAMBER COMPRESSOR CAlp/P5537 /V 0 0 COMP/P5550? ROTARY ENGINE BACKGROUND OF THEINVENTION 1. Field of the Invention This invention relates to a rotaryengine wherein the fuel/air mixture may be compressed prior to deliveryto the engine and may be treated in the engine to become a morecombustible mixture, with the engine and compressor of the gerotor typewith eccentric rotating external casings, and concentric rotating rotorsboth rotatable about a stationary center shaft.

2. Description of the Prior Art Rotary engines wherein both the enginerotor and its surrounding casing have projections and chambers of thelobed variety, with the rotors on an eccentric crankshaft have been inuse for many years. Such engines posses many advantages over theconventional rotary engine with its non-eccentric crankshaft in thatthey may obviate one-of the primary problems which exists in rotaryengines, i.e., that of sealing the rotor and chamber when they are incontact. Such engine or pumps are illustrated in the U.S. Pats. toPatin, No. 2,871,831, Charlson, No. 3,270,682, Patterson No. 3,377,873,and Hansen, No. 3,424,095. However, most eccentric rotary engines alsosuffer from the same problems of pollution of the atmosphere as doconventional rotary engines.

The rotary engine of my invention with its precompression of the fuelairmixture, admixture of fuel and hot exhaust gases at a selected stage andwith further combustion enhancement of the fuel/air mixture does notsuffer from the disadvantages of conventional rotary engines and hasnumerous advantages.

SUMMARY OF THE INVENTION A rotary engine is provided which has astationary supporting shaft, a compressor rotor carried on the shaft,eccentric cylinders on the shafton each side of the rotor on which acompressor casing is carried, an engine rotor carried on the shaft,separated from the compressor, an engine casing surrounding the rotorcarried on bearings on eccentric cylinders on the shaft on each side ofthe rotor, and passageways in the shaft and the rotors to provide fortreatment of the fuel air mixture, communication therrebetween and withan exhaust valve to feed back a selected volume of the exhaust gas.

The principal object of my invention is to provide a rotary engine whichgenerates considerably less pollution than conventional rotary engines.

A further object of my invention is to provide a rotary engine where inimproved sealing of the engine rotor and combustion chambers isobtained.

A further object of my invention is to provide a rotary engine whichoperates at lower temperatures than conventional engines.

A further object of my invention is to provide a rotary engine which canuse a wide variety of fuels for operation.

Other objects and advantageous-features of the invention will beapparent from the description and claims.

BRIEF DESCRIPTION OF THE DRAWINGS The nature and characteristic featuresof the invention will be more readily understood from the followingdescription taken in connection with the accompanying drawings formingpart thereof, in which:

FIG. 1 is a vertical sectional view of reduced size,

taken approximately on the line 1--1 of FIG. 3;

FIG. 2 is an end elevation view taken from the right end of theapparatus of FIG. 1; I

FIG. 3 is a vertical sectional view, enlarged, taken approximately onthe line 33 of FIG. 1, and illustrating the compressor portion of theengine;

FIG. 4 is a vertical sectional view enlarged, taken approximately on theline 4-4 of FIG. 1;

FIG. 5 is. a vertical sectional view taken approximately on the line 5-5of FIG. 1;

FIG. 6 is a vertical sectional view, enlarged, taken approximately onthe line 66 of FIG. 1;

FIG. 7 is a vertical sectional view, enlarged, taken approximately onthe line 7-7 of FIG. 1;

FIG. 8 is a vertical sectional view, enlarged, taken approximately .onthe line 88 of FIG. 1;

FIG. 8A is a fragmentary sectional view illustrating further details ofthe spark plug;

FIG. 9 is a diagrammatic view. illustrating the cycle for one rotationof the compressor rotor;

FIG. 10 is a diagrammatic view illustrating the cycle for one rotationof the engine rotor as seen from the compressor end of the engine, and

FIG. 11 isa diagrammatic view illustrating the cycle for one rotation ofthe engine rotor as seen from the exhaust side of the engine.

It should, of course, be understood that the description and drawingsherein are illustrative merely and that various modifications andchanges can be made in the structure disclosed without departing fromthe spirit of the invention.

Like numerals refer to like parts throughout the several views.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now, more particularlyto the drawings, the rotary engine of my invention includes a stationaryshaft 10 with a plurality of internal passageways to be later described.The shaft 10 is supported at three locations by triangular supportbrackets 15, 16 and 17, which brackets are retained in alignment bythree rods 20 passing therethrough with nuts 21 at each end and spacers22 on the rods between the brackets 15 and 16, and 16 and 17. I

The support bracket 15 has an eccentric cylinder 24 thereon interposedbetween it and shaft 10, secured to both the bracket and the shaft withthe bracket in an exterior groove 25 of the cylinder. The bracket 16 hasan eccentric cylinder 26 thereon between it and shaft 10 secured to thebracket 16. The bracket 16 is illustrated in FIG. 5 as being oftriangular shape, preferably fabricated of metal. The bracket 15 is ofthe same triangular configuration as bracket 16, and is illustrated inFIG. 2.

The bracket 17 has an eccentric cylinder 27 interposed between it andshaft 10, and secured to both the bracket 17 and the shaft with thebracket engaged in a groove 28 in the cylinder.

The bracket 17 is of the same construction as bracket 15.

Referring now to FIGS. 1 and 2 the shaft is shown with an air intakehousing 30 mounted thereon carrying three fuel pipes 31, 32 and 33 whichare connected to a supply of fuel 34 under pressure with an interposedshut off valve 35.

The housing 30 is open at the sides and provided with filter material 36for removing dirt and other particles from the'air drawn therethrough.The shaft 10 has a passageway Pl at its right end as seen in FIG. 1which has a tube 41 therein with holes 42 for filtered air admission. Anair throttle valve 43 is provided to control air admission through holes42 by movement of the handle 44.

The compressor C for the rotary engine is located betweenthe supportsand 16 and includes a rotor 45' shown in detail in FIG. 3 with radiallobes or projections 46, six being preferred, joined by concave surfaces47 extending the length of the rotor. The rotor 45 is preferablyfabricated of cast iron and secured'to a sleeve 50 which'is carried onthe outer surface 51 of the shaft 10 and extends to the left betweenshaft 10 and cylinder 26. The rotor 45 has passageways 52, one for eachlobe 46, at one end of the rotor and corresponding passageways 53 at theother end of the rotor, which extend through the sleeve 50 forcommunication with passageways within shaft 10 to be described andextend radially outwardly to the surfaces 47.

The compressor C also includes an outer casing 55 which has two disclike end plates 56 carried by bearings 57 on the eccentric cylinders 24and 26. The outermost plate 56 is retained from axial rightward movementby a split ring 58 on the cylinder 24 between the plate and the bracket15. The plates 56-have stepped portions 60 which are engaged ingas-tight relation by longitudinally extending compression bars 61 ofwhich seven are illustrated in the preferred embodiment and constructedof aluminum to provide for effective cooling. The compression bars 61 ofrectangular shape with concave interior surfaces 62 and flat outer sides63 have concave casing inserts 64 secured thereto. The inserts 64 extendbetween the plates 56 in gas-tight relation and each one is fastened totwo compression bars 61 by bolts 65 and nuts 66. The inserts arepreferably formed of steel and have interior surfaces 67 of oppositecontour to the surfaces 47 of the rotor 45, but can mate together asshown in FIG. 3.

Seven tension rods 68 areprovided extending between the inserts 63 andthe end plate 56 retaining the same in the rigid gas-tight casing 55.

The shaft 10 has two additional passageways P2 and P3 which extend tothe left as seen in FIG. 1 and terminate in the motor end of the shaft10, to be described below. A fourth passageway P4 in shaft 10 extends tothe left from the compressor C to the engine end of shaft 10 and carrieshot exhaust gas back into the compressor as will be described. V

'For operation of the compressor reference can be had to FIG. 9 whereinthe cycle for one rotation of rotor 45 is described. Starting at topdead center (TDC) the rotor 45 is rotated clockwise by the rotation ofcasing 55 and air is drawn through the filter 36 into the tube 41through holes 42 in a volume as determined by the setting of thethrottle valve 43.

Fuel is injected into the air stream in tube 41 from an atomizing nozzle(not shown) connected to fuel pipe 31 with the fuel/air mixture flowingin passageway P1 into the compressor chamber CH1 formed by the casingassembly and the rotor 45 through passageways 52 after the rotor 45 hasrotated 25. At the same time that the fuel/air mixture is being drawn inthrough passageway Pl, hot exhaust gases are flowing back throughpassageway P4 into passageway P1 and diluting the fuel/air mixture by l5to 20 percent of its volume.

The rotor 45 continues on its intake rotation for an additional 155degrees until the rotation carries the passageway 52 past passageway P1and cuts off further fuel/air intake.

The rotor 45 continues to rotate for I30 compressing the mixture untilpassageway P2 is exposed to the compressed fuel/air mixture which thenvents through passageway 53 into passageway P2.

A measured volume of atomized fuel is delivered to the mixture inpassageway P2 by a nozzle N2, and this mixture is then delivered to'theengine end of the shaft 10 through passageway P2 for treatmentasdescribed below.

Referring now to the engine portion E of the shaft 10, between supports16 and 17 arotor is secured to the sleeve 50 which rotates on the outersurface 51 of the shaft 10 in concentric relation.

The rotor 75 is shown in detail in FIG. 6 and includes a plurality oflobes or projections 78, six being preferred, joined by concave surfaces79 extending the length of the rotor. The rotor 75 is preferably fabri--cated of cast iron and has steel inserts 80 at the end of each of thelobes 78 to improve the wearability thereof.

seals 82 are constructed of suitable flame resistant material to assistin retention of flame in the combustion area and compensate for toothwear.

The rotor 75 is provided with six semi-circular mutation chambers 84extending the length of the rotor and communicating with the passagewaysP2 and P3 in shaft 10 by means of passageways 85 through the sleeve 50.An outer casing 88 surrounds the rotor 75 with two disc-like end plates89 carried by bearings 90 on the eccentric cylinders 26 and 27.

A retaining snap ring 87 is provided between the outermost end plate 89and support 17 to prevent leftward axial movement of the plate.

The plates 89 have stepped portions 91 which are engaged in gas-tightrelation by seven longitudinally extending compression bars 92,preferably constructed of aluminum to assist in cooling of the engine.The compression, bars 92 of rectangular shape in cross section haveconcave interior surfaces 95 and flat sides 96 to which concave casinginserts 98 are secured by bolts 100 and nuts 10].

The inserts 98, preferably formed of steel, extend between the plates 89and have interior surfaces of opposite contour tosurfaces 79 and matetherewith as shown in FIG. 6.

The end plates 89, the bars 92, and the inserts 98 are maintained ingas-tight relation by seven tension bars 106 extending between and inthreaded engagement with the .end plates 89 forming the rigid casing 88.

As shown more particularly in FIG. 8. an adjustable valve 110, isprovided at the entrance 111 to passageway P4 permitting a measuredquantity of exhaust gas to flow therein.

A transverse passageway P5 is provided which extends across the shaftintersecting passageway P3 and terminating adjacent the innermost endplate 89.

The ignition system is illustrated in FIG. 8 and includes an ignitionplug 115, with its insulation 116 connected to a source of electricity(not shown) to provide a constant spark which is exposed to the fuel/airmixture through passageway 12] in sleeve 50 and rotor 75 to surfaces 79at a selected time interval as determined by the position of anadjustable ignition gate 118, whose position in shaft 10 is controlledby gear 119 and lobed portion 120 thereof.

An additional passageway 121' is provided through shaft 10 for deliverythrough passageways 121 from the surface 79 to a passageway P6 in shaft10 for exhaust of burned gases.

It should be noted that the innermost end plate 56 of compressor casing55 has a ring gear 125 secured thereto by cap screws 126 thereon whichis engaged by a gear 127 mounted on a shaft 128 journalled in thebracket l6 and with a gear 129 thereon engaged with a ring gear 130secured to the innermost end plate 89 of the casing 88 by cap screws131.

Rotation of both casings 55 and 88 in synchronized relation is thereforeobtained withoptional power takeoff by further geared engagement (notshown) with one of the gears 127 or 129.

For operation of the engine reference can be had to FIGS. 10 and 11where the cycle of operation is illustrated. Starting at top dead centerwith compressed fuel/air mixture available from passageway P2, rotationof the rotor 75 causes a passageway 85 to be in communication withpassageway P2 and fuel/air mixture flows into a mutation chamber 84where it expands and picks up heat which assists the nitrogen, oxygen,hydrogen and carbon atoms in the mixture to combine into a more optimumCO relationship for combustion. The intake rotation continues for 50until cut off from passageway P2 and the rotor 75 rotates for 230 morewhile the mixture in chamber 84 is treated as described above.

The rotor 75 after travelling 280 vents the mixture from chamber 84through passageway 85 to passageway P5 where a controlled volume ofatomized fuel is delivered by nozzle N3 and this optimum combustionmixture is'then delivered into a combustion chamber CH formed brtweentwo adjacent lobes 78, inserts 98, and bars 92. The venting from chamber84 through passageway P5 continues for 40 of rotor 75 rotation and therotor 75 then rotates 40 more back to top dead center with no activityin the chamber 84 until top dead center where intake begins again asexplained.

The optimum combustible mixture introduced into a chamber CH at bottomdead center after 30 of rotation continues to flow into the chamber frompassageway P3 for 30 of rotation until flow. in passageway P5 is cut offand the mixture is compressed in the chamber CH for 120 of rotor 75rotation to top dead center where the ignition spark is exposed to themixture through passageway 117 and combustion takes place creating apower impulse.

The rotor 75 rotates for 180 of power impulse to bottom dead centerwhere themixture of burned gases is exhausted through passageway 121 topassageway P6 for exhaust to atmosphere;

The operation continues as explained with seven power impulses producedfor each revolution of the outer casing.

It should be noted that a multiplicity of fuels can be eccentric memberson each side of said rotor secured to said shaft,

a casing mounted on and rotatable about said eccentric members,

said casing having a plurality 'of spaces thereon greater in number thanthe number. of rotor lobes and providing an expansible combustionchamber between each pair of lobes,

a first passageway in said shaft communicating with a source of fuel/airmixture under pressure,

said rotor having a plurality of mutation chambers,

one for each rotor lobe for selective communication with said firstpassageway for mutation of said fuel/air mixture,

a second passageway in said shaft for selectively venting each of saidmutation chambers to a combustion chamber,

ignition means for igniting said fuel mixture in said combustionchamber, and exhaust means for venting the products of combustion.

2. A rotary engine as defined in claim 1 in which said lobes attheirends have inserts of wear resistant material.

3. A rotary engine as defined in claim 1 in which said lobes contiguousto their ends have flame seal members for engagement with said casing.

4. A rotary engine as defined in claim 1 in which said source offuel-air mixture under pressure comprises a compressor driven by saidengine.

5. A rotary engine as defined in claim 1 in which means is provided forinjecting a measured quantity of fuel into said mixture between saidmutation chamber and said expansible chamber.

6. A rotary engine as defined in claim 1 in which said shaft has membersthereon for varying the timing of said ignition means.

7. A rotary engine as defined in claim 1 in which said rotor is of castiron.

8. A rotary engine as defined in claim 7 in which means is provided forinjecting a measured quantity of fuel into said compressed mixture insaid first passageway.

9. A rotary engine as defined in claim 1 in which structure is providedfor mixing a portion of said products of combustion with said fuel/airmixture in advance of said mutation chambers.

10. A rotary engine as defined in claim 9 in which valve means isprovided in said shaft for controlling the flow of said portion of saidproducts of combustion.

1. A rotary engine which comprises a stationary shaft, a multi-lobedrotor rotatably mounted on said shaft, eccentric members on each side ofsaid rotor secured to said shaft, a casing mounted on and rotatableabout said eccentric members, said casing having a plurality of spacesthereon greater in number than the number of rotor lobes and providingan expansible combustion chamber between each pair of lobes, a firstpassageway in said shaft communicating with a source of fuel/air mixtureunder pressure, said rotor having a plurality of mutation chambers, onefor each rotor lobe for selective communication with said firstpassageway for mutation of said fuel/air mixture, a second passageway insaid shaft for selectively venting each of said mutation chambers to acombustion chamber, ignition means for igniting said fuel mixture insaid combustion chamber, and exhaust means for venting the products ofcombustion.
 2. A rotary engine as defined in claim 1 in which said lobesat their ends have inserts of wear resistant material.
 3. A rotaryengine as defined in claim 1 in which said lobes contiguous to theirends have flame seal members for engagement with said casing.
 4. Arotary engine as defined in claim 1 in which said source of fuel-airmixture under pressure comprises a compressor driven by said engine. 5.A rotary engine as defined in claim 1 in which means is provided forinjecting a measured quantity of fuel into said mixture between saidmutation chamber and said expansible chamber.
 6. A rotary engine asdefined in claim 1 in which said shaft has members thereon for varyingthe timing of said ignition means.
 7. A rotary engine as defined inclaim 1 in which said rotor is of cast iron.
 8. A rotary engine asdefined in claim 7 in which means is provided for injecting a measuredquantity of fuel into said compressed mixture in said first passageway.9. A rotary engine as defined in claim 1 in which structure is providedfor mixing a portion of said products of combustion with said fuEl/airmixture in advance of said mutation chambers.
 10. A rotary engine asdefined in claim 9 in which valve means is provided in said shaft forcontrolling the flow of said portion of said products of combustion.